This is the most sophisticated supersport-class motorcycle ever produced. And we do mean produced, the MV Agusta F3 675 is finally entering production, a year after it was first unveiled. Was the wait worth it? Well, if 126bhp, 52lb/ft and possibly the smartest set of performance-enhancing electronics ever, all for the price of a Triumph Daytona 675 sounds good to you, then yes. Of course, there’s the looks too; the F3 is available in white, black or silver/red.
Update: 15 all-new, wallpaper-sized images and complete analysis.
MV has dubbed its electronics package “Motor & Vehicle Integrated Control System” or MVICS for short. Like other advanced electronics packages (think APRC or the BMW S1000RR’s), MVICS uses switchable riding modes and programmable intervention levels to enable riders to tailor intervention to their preferences. But, MVICS appears to have components neither Aprilia nor BMW do.
Like APRC and unlike BMW, MVICS has more applications than just traction control. There’s launch control, wheelie control and quickshift too. Unlike APRC and like BMW, MVICS employs a lean-angle sensor to “read the wheel slip during all angles of lean and then adjusting the throttle opening, spark advance and fuel delivery to ensure the optimal safety and acceleration in all dynamic conditions.”
Power is controlled by altering programming to the two fuel-injectors per cylinder (!) and the enormous 50mm throttle valves. Rider can select one of four pre-programmed maps/intervention levels, or customize their own 5th one. The TC, for example, has eight modes of intervention within that final, totally customizable map.
The thing is, MVICS is only one of several unprecedentedly advanced solutions employed on the F3. The engine is also jaw dropping. 126bhp and 52lb/ft are on par with the Triumph 675’s 124bhp and 53lb/ft, but other engine specs are much more impressive. Where the Daytona can only rev to 13,950rpm, the MV carries on all the way to 15,000rpm, developing max power at 14,500 and max torque at 10,600. That sky-high rev limit (15k is ridiculous for a triple) is made possible by oversquare bore and stroke dimensions (79×45.9mm), but also titanium inlet and exhaust valves. Those dimensions will also have packaging benefits, combining with the integrated cylinder/crank cases and the integrated pump system which locates the oil and water pumps inside the cases to deliver an unprecedentedly short, narrow engine.
Then there’s the production motorcycle-first counter-rotating crankshaft. Traditionally, motorcycle crankshafts have turned the same direction as the wheels and nothing bad has ever happened. But, if you spin the crank the other way you can use the gyroscopic forces generated by its acceleration and high RPM operation to discourage wheelies and alter handling.
Like other MVs, the F3 uses a steel tube/aluminum swingarm pivot frame, here tailored to fully capitalize on the tiny engine to deliver a very, very small overall package. That compact engine also enables the fitment of a very long swingarm inside a still very short wheelbase of just 1,380mm; the Daytona’s is 1,395mm. That’s allegedly a record shortness in the supersport class, something also claimed of the 173kg wet weight. Forks are fully-adjustable 43mm Marzocchis; rear suspension is an equally adjustable piggback Sachs; brakes are 320mm discs/radial Nissin master cylinder/radial Brembo calipers and the wheels are also claimed to be ultra light weight.
““The F3 will be the smallest bike that’s ever been produced in this category,” Giovanni Castiglioni told us. It’s like a 125.”
All that for €11.990 in Italy? That’s identical to that Triumph. While that price is for Italy only, it’s an incredibly encouraging sign that the F3 should at least be an attainable motorcycle when it eventually does reach US shores.